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Arrival Procedures


Simultaneous ILS PRM Runway 33 left and ILS PRM

Runway 33 right approaches in use.

(a) The pilot may request to conduct a

different type of PRM approach to the same runway

other than the one that is presently being used; for

example, RNAV instead of ILS. However, pilots must

always obtain ATC approval to conduct a different

type of approach. Also, in the event of the loss of

ground−based NAVAIDS, the ATIS may advertise

other types of PRM approaches to the affected

runway or runways.

(b) The Attention All Users Page (AAUP)

will address procedures for conducting PRM


b. Requirements and Procedures. Besides system

requirements and pilot procedures as identified in

subparagraph a1 above, all pilots must have

completed special training before accepting a

clearance to conduct a PRM approach.

1. Pilot Training Requirement. Pilots must

complete special pilot training, as outlined below,

before accepting a clearance for a simultaneous close

parallel PRM approach.

(a) For operations under 14 CFR Parts 121,

129, and 135, pilots must comply with FAA−

approved company training as identified in their

Operations Specifications. Training includes the

requirement for pilots to view the FAA training slide

presentation, “Precision Runway Monitor (PRM)

Pilot Procedures.”  Refer to

training_testing/training/prm/ or search key words

“FAA PRM” for additional information and to view

or download the slide presentation.

(b) For operations under Part 91:

(1) Pilots operating transport category

aircraft must be familiar with PRM operations as

contained in this section of the AIM. In addition,

pilots operating transport category aircraft must view

the slide presentation, “Precision Runway

Monitor (PRM) Pilot Procedures.” Refer to

or search key words “FAA PRM” for additional

information and to view or download the slide


(2) Pilots not operating transport category

aircraft must be familiar with PRM and SOIA

operations as contained in this section of the AIM.

The FAA strongly recommends that pilots not

involved in transport category aircraft operations

view the FAA training slide presentation, “Precision

Runway Monitor (PRM) Pilot Procedures.” Refer to

or search key words “FAA PRM” for additional

information and to view or download the slide



Depending on weather conditions, traffic volume, and the

specific combination of runways being utilized for arrival

operations, a runway may be used for different types of

simultaneous operations, including closely spaced depen-

dent or independent approaches. Use PRM procedures

only when the ATIS advertises their use. For other types of

simultaneous  approaches, see paragraphs 5−4−14 and


c. ATC Directed Breakout. An ATC directed

“breakout” is defined as a vector off the final

approach course of a threatened aircraft in response

to another aircraft penetrating the NTZ.

d. Dual Communications. The aircraft flying the

PRM approach must have the capability of enabling

the pilot/s to listen to two communications

frequencies simultaneously. To avoid blocked

transmissions, each runway will have two frequen-

cies, a primary and a PRM monitor frequency. The

tower controller will transmit on both frequencies.

The monitor controller’s transmissions, if needed,

will override both frequencies. Pilots will ONLY

transmit on the tower controller’s frequency, but will

listen to both frequencies. Select the PRM monitor

frequency audio only when instructed by ATC to

contact the tower. The volume levels should be set

about the same on both radios so that the pilots will

be able to hear transmissions on the PRM frequency

if the tower is blocked. Site−specific procedures take

precedence over the general information presented in

this paragraph. Refer to the AAUP for applicable

procedures at specific airports.

e. Radar Services.

1. During turn on to parallel final approach,

aircraft will be provided 3 miles radar separation or

a minimum of 1,000 feet vertical separation. The

assigned altitude must be maintained until intercept-

ing the glideslope/glidepath, unless cleared otherwise

by ATC. Aircraft will not be vectored to intercept the

final approach course at an angle greater than thirty



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